Dual boarding system for aircraft

ABSTRACT

A method and apparatus for boarding an aircraft. Passengers may be lined up in a first line and a second line relative to a doorway for the aircraft. A flow of the passengers in the first line and the second line may be controlled through a corridor connecting the doorway to a first aisle and a second aisle in an interior of the aircraft. The flow of the passengers may pass through a number of spaces in the corridor. The number of spaces may be reserved for a number of crew members during an emergency operation in which the passengers exit the aircraft.

BACKGROUND INFORMATION

1. Field

The present disclosure relates generally to aircraft and, in particular,to passenger flow control systems for aircraft. Still more particularly,the present disclosure relates to a method and apparatus for boardingpassengers onto and deplaning passengers from an aircraft.

2. Background

Commercial aircraft often may include a passenger cabin. This passengercabin may be a section of the aircraft with seats in which passengerstravel. In commercial passenger aircraft, a passenger cabin may bedivided into several parts.

Seats within the passenger area may be arranged in different groupings.These groupings may be defined by seats arranged in rows. One or moreaisles also may be present in the aircraft to further divide the seatsinto the groupings. Further, different passenger areas for differentclasses of travel may be present for different groupings of seats. Theamount of space provided per passenger may increase with the presence ofa higher class of travel, such as first class or business class ascompared to economy class.

Configurations of seats may be made with a goal of increasing thedensity of passengers in a cabin. As the number of passengers that canbe seated increases, time for boarding and/or disembarking of passengersfrom an aircraft may be a factor taken into account when operating theaircraft.

The time needed for passengers to board and/or disembark an aircraft maybe greater than desired. Reducing the amount of time needed to loadand/or unload passengers may be desirable. By reducing the amount oftime needed to load and/or unload passengers, the amount of time neededbetween flights may be decreased. As a result of reduced time betweenflights, an aircraft also may fly more flights during a day through thereduction of time at the gate.

The effect of reduced gate time on increasing availability of aircraftfor additional flights may increase as the size of the aircraftdecreases. Typically, smaller aircraft may be used for shorter flightsand perform more flights during a day than larger aircraft. Some factorsinvolved in reducing the amount of time at the gate may be the amount offuel and cargo that are loaded and unloaded.

With the smaller aircraft performing more flights, the amount of fueland cargo needed may be reduced. Further, with the smaller aircraft,loading other items such as meals may be unnecessary as compared tolarger aircraft.

Therefore, it would be advantageous to have a method and apparatus thattakes into account at least some of the issues discussed above as wellas possibly other issues.

SUMMARY

In one advantageous embodiment, a method for boarding an aircraft isprovided. Passengers may be lined up in a first line and a second linerelative to a doorway for the aircraft. A flow of the passengers in thefirst line and the second line may be controlled through the doorway anda corridor connecting the doorway to an interior of the aircraft. Theflow of the passengers may pass through a number of spaces in thecorridor. The number of spaces may be reserved for a number of crewmembers during an emergency operation in which the passengers exit theaircraft.

In another advantageous embodiment, a method for controlling a flow ofpassengers boarding an aircraft is provided. The passengers may be linedup in a first line and a second line relative to a doorway for theaircraft. The flow of the first line and the second line of thepassengers may be controlled through the doorway into the aircraft. Thedoorway may be configured to allow at least one of a dual staggeredentry and a dual entry of the passengers in the first line and thesecond line through the doorway. The flow of the passengers in the firstline and the second line may be controlled through a corridor connectingthe doorway to a first aisle and a second aisle in an interior of theaircraft. The corridor may have a first width and a second width of thedoorway that are each about 60 inches. The first width of the doorwaymay be configured to allow two of the passengers to pass through thedoorway substantially side-by-side in which the passengers may be withinabout a 97.5^(th) percentile with respect to size. The flow of thepassengers may be at least one of a dual staggered flow and a dual flowof the passengers and passes through a number of spaces in the corridor.The number of spaces may be reserved for a number of crew members duringan emergency operation in which the passengers exit the aircraft. Thenumber of spaces may comprise a first space and a second space that maybe specified by a regulatory agency. The first space and the secondspace may have a third width of about 12.25 inches and a depth of about20.50 inches and may be located substantially adjacent to one of a firstwall and a second wall defining the corridor.

In yet another advantageous embodiment, a passenger flow control systemmay comprise a doorway in an aircraft, a corridor inside the aircraft,and a number of spaces in the corridor. The doorway in the aircraft maybe configured to allow passengers arranged in two lines outside of thedoorway of the aircraft to enter the aircraft through the doorway. Thecorridor inside the aircraft may connect the doorway to an interior ofthe aircraft. The number of spaces in the corridor may be configuredsuch that a flow of the passengers passes through the number of spacesin the corridor. The number of spaces may be reserved for a number ofcrew members during an emergency operation in which the passengers exitthe aircraft.

In yet another advantageous embodiment, a passenger flow control systemfor an aircraft may comprise a doorway in the aircraft, a corridorinside the aircraft, and a number of spaces in the corridor. The doorwayin the aircraft may be configured to allow passengers arranged in twolines outside of the doorway of the aircraft to enter the aircraft. Thedoorway into the aircraft may be configured to allow at least one of adual staggered entry and a dual entry of the passengers

In a first line and a second line through the doorway. A first width ofthe doorway may be configured to allow two of the passengers to passthrough the doorway substantially side-by-side in which the passengersmay be within about a 97.5^(th) percentile with respect to size. Thecorridor inside the aircraft may connect the doorway to a first aisleand a second aisle in an interior of the aircraft. A first wall and asecond wall may define a first width of the corridor. The first width ofthe corridor and a second width of the doorway may each be about 60inches. The number of spaces in the corridor may be configured such thata flow of the passengers passes through the number of spaces in thecorridor. The number of spaces may be reserved for a number of crewmembers during an emergency operation in which the passengers exit theaircraft. The flow of the passengers may be at least one of a dualstaggered flow and a dual flow of the passengers. The number of spacesmay comprise a first space and a second space that may be specified by aregulatory agency. The first space and the second space each may have awidth of about 12.25 inches and a depth of about 20.50 inches and eachmay be located substantially adjacent to one of the first wall and thesecond wall defining the corridor.

In yet another advantageous embodiment, a method for managing movementof passengers is provided. A first flow of the passengers in a firstline at a doorway is controlled through the doorway and a corridorconnecting the doorway to an interior of an aircraft. The first flow ofthe passengers passes through a number of spaces in the corridor inwhich the number of spaces is reserved for a number of crew membersduring an emergency operation in which the passengers exit the aircraft.A second flow of the passengers is controlled from the interior of theaircraft through the corridor to the doorway. The second flow of thepassengers passes through the number of spaces in the corridor to exitthe aircraft in a second line outside of the aircraft.

The features, functions, and advantages can be achieved independently invarious embodiments of the present disclosure or may be combined in yetother embodiments in which further details can be seen with reference tothe following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features believed characteristic of the advantageousembodiments are set forth in the appended claims. The advantageousembodiments, however, as well as a preferred mode of use, furtherobjectives, and advantages thereof will best be understood by referenceto the following detailed description of an advantageous embodiment ofthe present disclosure when read in conjunction with the accompanyingdrawings, wherein:

FIG. 1 is an illustration of an aircraft environment in accordance withan advantageous embodiment;

FIG. 2 is an illustration of a design environment for designingpassenger flow control systems in accordance with an advantageousembodiment;

FIG. 3 is an illustration of an aircraft environment in accordance withan advantageous embodiment;

FIG. 4 is an illustration of a portion of an aircraft incorporating apassenger flow control system in accordance with an advantageousembodiment;

FIG. 5 is an illustration of a passenger flow control system for anaircraft in accordance with an advantageous embodiment;

FIG. 6 is an illustration of a flow of passengers boarding an aircraftin accordance with an advantageous embodiment;

FIG. 7 is an illustration of a flow of passengers boarding an aircraftin accordance with an advantageous embodiment;

FIG. 8 is an illustration of a passenger flow control system for anaircraft in accordance with an advantageous embodiment;

FIG. 9 is an illustration of a dual entry through a doorway inaccordance with an advantageous embodiment;

FIG. 10 is an illustration of a dual staggered entry through a doorwayin accordance with an advantageous embodiment;

FIG. 11 is an illustration of a flowchart of a process for boarding anaircraft in accordance with an advantageous embodiment;

FIG. 12 is an illustration of a flowchart of a process for managingmovement of passengers in accordance with an illustrative embodiment;

FIG. 13 is an illustration of a data processing system in accordancewith an advantageous embodiment;

FIG. 14 is an illustration of an aircraft manufacturing and servicemethod in accordance with an advantageous embodiment; and

FIG. 15 is an illustration of an aircraft in which an advantageousembodiment may be implemented.

DETAILED DESCRIPTION

The different advantageous embodiments recognize and take into accountone or more different considerations. For example, the differentadvantageous embodiments recognize and take into account that withboarding aircraft, the configuration of the aircraft may affect the timeneeded for passengers to reach their seats on an aircraft. For example,as the length of an aisle in the aircraft increases, backups inpassengers along the aisle may occur more frequently. For example, thedifferent advantageous embodiments recognize and take into account thatpassengers may stop to place carry-on luggage in overhead bins.

Further, the different advantageous embodiments also recognize and takeinto account that one manner in which loading may be made more efficientis to perform loading in groups based on locations in the aircraft orthe design of the aircraft itself. For example, passengers with seatassignments near the rear of the aircraft may be allowed to board firstwith those having seats in the forward part of the aircraft boardinglast. Additionally, aircraft with aft boarding stairs may be used forboarding simultaneously through two separate doors, one forward and oneaft. This type of boarding may result in congestion between passengersmeeting in aisles in locations between the doors. Even with this type ofloading of passengers, backups still may occur in an aisle.

The different advantageous embodiments also recognize and take intoaccount that in some aircraft, more than one aisle may be present. Forexample, an aircraft may have two aisles that allow for passengers toreach their seats more quickly through those aisles as compared to asingle aisle. The different advantageous embodiments recognize and takeinto account that although two aisles may provide for quicker boardingof passengers, entry into the aircraft to reach those aisles may stillbe a source of congestion.

The different advantageous embodiments recognize and take into accountthat the time needed to board passengers into aircraft may be reduced byloading passengers using more than one door. A door closer to the frontof the aircraft may be used to allow passengers to enter the aircraftdown one aisle while a second door located farther to the aft portion ofthe aircraft may be used to allow passengers to enter and find seatsusing a second aisle in the aircraft.

The different advantageous embodiments also recognize and take intoaccount that if two aisles are used, boarding of passengers through asingle door may occur from both aisles with the use of a larger doorway.The different advantageous embodiments recognize and take into accountthat the width of the door, as well as the width of the doorway, may beincreased to allow substantially two passengers to enter the aircraft atsubstantially the same time.

This type of boarding may be considered dual boarding or dual staggeredboarding of passengers. With staggered dual boarding, some passengersmay enter side-by-side while other passengers may enter in a morestaggered fashion into the aircraft through the doorway.

The different advantageous embodiments recognize and take into accountthat in addition to having a doorway with a desired width for dualboarding, the corridor leading to the aisles also may have a width toallow for passengers to walk substantially side-by-side or in astaggered fashion in some cases.

The different advantageous embodiments recognize and take into accountthat currently available aircraft doorways for passengers may be unableto accommodate dual entry by passengers. In these illustrative examples,dual entry may occur when two passengers are able to walk side-by-sidethrough a doorway in the aircraft.

The different advantageous embodiments recognize and take into accountthat most designers designing aircraft and loading systems for aircraftmay not have taken into account federal aviation requirements regardingthe space inside the doorway in a correct manner. The differentadvantageous embodiments recognize and take into account that spaceinside the doorway prior to reaching the aisles may be reserved for useby crew members.

This space may be defined by federal aviation requirements set out bythe Federal Aviation Administration. The different advantageousembodiments recognize and take into account that this space inside thedoorway may not be used by passengers during some emergency situations.

The different advantageous embodiments recognize and take into account,however, that the space inside the doorway may be used by passengersduring normal boarding and does not need to be reserved for crew membersduring this process. The different advantageous embodiments recognizeand take into account that this space inside the doorway may be usedduring normal boarding.

As a result, the different advantageous embodiments recognize and takeinto account that the use of wider doorways for dual entry may not havebeen used because of a failure to take into account that the spacesreserved for emergency situations may be used during normal boarding. Asa result, the different advantageous embodiments recognize and take intoaccount that designers may not desire to move walls in a corridor toprovide additional space in addition to the reserved spaces for use bypassengers boarding the aircraft. The different advantageous embodimentsrecognize and take into account that increasing the widths of corridorsmay result in reducing the number of seats that can be placed in anaircraft.

By recognizing that the space may be used for normal boardingoperations, the different advantageous embodiments provide a method andapparatus for controlling the flow of passengers through a doorway intoan aircraft in which the passengers may be arranged in two lines outsideof the doorway in which the doorway is configured to allow at least adual staggered entry of passengers through the doorway. These two linesmay be next to each other outside of the door way. The flow ofpassengers may be controlled through a corridor connecting the doorwayto a first aisle and a second aisle in the interior of the aircraft. Theflow of the passengers may pass through a number of spaces in thecorridor in which the number of spaces may be reserved for a number ofcrew members during an emergency operation in which passengers exit theaircraft.

With reference now to the figures, and in particular, with referencefirst to FIG. 1, an illustration of an aircraft environment is depictedin accordance with an advantageous embodiment. In this illustrativeexample, aircraft environment 100 may be an environment in whichpassengers 102 may enter and exit aircraft 104.

In this illustrative example, aircraft 104 may have seats 106. Aisles107 may be present and may provide access to seats 106. In thisillustrative example, aisles 107 may comprise first aisle 108 and secondaisle 110. First aisle 108 and second aisle 110 may extendlongitudinally through aircraft 104 between seats 106.

Aircraft 104 may have door 111 with doorway 112. Passengers 102 mayreach seats 106 by entering aircraft 104 through doorway 112 in aircraft104 when door 111 is open. First aisle 108 and second aisle 110 may bereached from doorway 112 through corridor 114.

Corridor 114 may be in part defined by first wall 116 and second wall118. In these illustrative examples, these walls may take the form ofbulkheads for aircraft 104.

Within corridor 114, number of spaces 120 may be present. Number ofspaces 120 may be spaces reserved for use during emergency operations.In other words, number of spaces 120 may be required to be clear for useby number of crew members 122 during an emergency exit from aircraft104. Number of spaces 120 may be defined by a regulatory agency and/orother organizations. For example, the regulatory agency may be theFederal Aviation Administration.

In this illustrative example, number of spaces 120 may comprise firstspace 124 and second space 126. First space 124 may be located by firstwall 116 and second space 126 may be located by second wall 118.

In this illustrative example, passenger flow control system 128 may beimplemented to load passengers 102 onto aircraft 104. In theseillustrative examples, passenger flow control system 128 may beconfiguration 129 of at least one of doorway 112 and corridor 114.

As used herein, the phrase “at least one of”, when used with a list ofitems, means different combinations of one or more of the listed itemsmay be used and only one of each item in the list may be needed. Forexample, “at least one of item A, item B, and item C” may include, forexample, without limitation, item A, or item A and item B. This examplealso may include item A, item B, and item C, or item B and item C.

Passenger flow control system 128 may operate to control flow 130 ofpassengers 102 onto aircraft 104. Flow 130 of passengers 102 may becontrolled to move passengers through doorway 112 into corridor 114 andthen through first aisle 108 and second aisle 110 to reach seats 106 inthese illustrative examples. In these illustrative examples, corridor114 may be a cross-aisle leading to first aisle 108 and second aisle110.

In these illustrative examples, passengers 102 may be arranged in lines132 outside of aircraft 104. In particular, passengers 102 may bearranged in two lines, first line 133 and second line 134. Flow 130 ofpassengers 102 in first line 133 and second line 134 onto aircraft 104may be controlled using at least one of doorway 112 and corridor 114. Inthis example, a partition between first line 133 and second line 134 maybe absent.

With passenger flow control system 128, corridor 114 may have firstwidth 136 and doorway 112 may have second width 138. First width 136 andsecond width 138 may be substantially the same in these illustrativeexamples.

As depicted, doorway 112 may be configured to allow at least dualstaggered entry 140 of passengers 102. Depending on passenger sizes 142and/or carry-on items 144 for passengers 102, doorway 112 may allow fordual entry 146 of passengers 102.

In the illustrative examples, flow 130 of passengers 102 also may becontrolled through corridor 114 by passenger flow control system 128.The control of flow 130 of passengers 102 through corridor 114 may besuch that flow 130 of passengers 102 passes through number of spaces 120in corridor 114. In other words, number of spaces 120 may be located incorridor 114 between first wall 116 and second wall 118. With firstwidth 136 being substantially equal to second width 138, flow 130 ofpassengers 102 may pass through number of spaces 120. In this manner,flow 130 of passengers 102 may pass through doorway 112 and corridor 114with reduced congestion or bottlenecks.

As depicted, flow 130 of passengers 102 may be dual staggered flow 148,dual flow 150, or a combination of the two. Dual flow 150 may be presentdepending on passenger sizes 142 and/or carry-on items 144.

Dual flow 150 may be present when passengers 102 pass through at leastone of doorway 112 and corridor 114 side-by-side. If passengers 102 areoffset from each other rather than side-by-side, flow 130 may be dualstaggered flow 148. In other words, when passenger sizes 142 are largeenough for passengers 102 and/or carry-on items 144 are large enough,dual flow 150 may be present instead of dual staggered flow 148.

In these illustrative examples, first width 136 and/or second width 138may be a usable width for these components. For example, the actualwidth of doorway 112 may be larger than second width 138. Thisdifference may take into account components for door 111 that maypartially block doorway 112. For example, a hinge for door 111 maypartially block space in doorway 112 when door 111 is in an openposition. As a result, second width 138 may be designed to besubstantially equal to first width 136 by taking into account thesefactors.

With doorway 112 configured for dual staggered entry 140, dual entry146, or both, passengers 102 may enter aircraft 104 through doorway 112more quickly as compared to currently used doors that may not allow forthis type of entry. Further, with corridor 114 being configured tocontrol flow 130 of passengers 102 to pass through number of spaces 120in corridor 114, congestion of passengers 102 traveling to seats 106 maybe reduced.

In particular, flow 130 of passengers 102 through corridor 114 to firstaisle 108 and second aisle 110 may occur more quickly. With passengerflow control system 128, the amount of time that aircraft 104 spends ata gate may be reduced. The reduction of this time may allow forincreased number of flights. Passenger flow control system 128 may beespecially useful when aircraft 104 is used to perform shorter flights.For example, passenger flow control system 128 may be especially usefulon a short- to medium-range aircraft.

In these illustrative examples, a short flight may be one that is fromabout one hour to about two hours long. Airlines that operate aircraftusing shorter flights may benefit greatly from using passenger flowcontrol system 128. For example, if the time between flights at a gateis reduced by about 10 minutes, about six flights may result in asavings of about 60 minutes. This reduction in time may leave sufficienttime for an additional flight in the same day. The additional flight mayprovide additional desired revenues for the same aircraft.

The illustration of aircraft environment in FIG. 1 is not meant to implyphysical or architectural limitations to a manner in which anadvantageous embodiment may be implemented. Other components in additionto and/or in place of the ones illustrated may be used. Some componentsmay be unnecessary. Also, the blocks are presented to illustrate somefunctional components. One or more of these blocks may be combinedand/or divided into different blocks when implemented in an advantageousembodiment.

For example, in one or more advantageous embodiments, passenger flowcontrol system 128 also may be used to control the flow of passengers102 from seats 106 out of aircraft 104.

In still other advantageous embodiments, aircraft 104 may have more thanone level in which seats are located. These additional seats may beseats in addition to seats 106. The flow of passengers may be controlledin a similar fashion or through other mechanisms depending on theparticular implementation.

In yet another illustrative example, another doorway may be present inwhich passengers may enter and reach first aisle 108 and second aisle110. In still other illustrative examples, another door may be presentto reach another set of aisles. This set of aisles may be for seats in adifferent class of seating as compared to seats 106.

In this manner, an advantageous embodiment may be used to manage flow130 of passengers 102 in a manner that may reduce the amount of timeneeded to board passengers 102. By reducing the amount of time needed toboard passengers 102, the time that aircraft 104 may need to be at agate may be reduced. In this manner, with some types of aircraft andtypes of flights, an increased number of flights may be performed by thesame aircraft. As a result, revenues generated by a particular aircraftalso may be increased with the use of aircraft environment 100.

With reference now to FIG. 2, an illustration of a design environmentfor designing passenger flow control systems is depicted in accordancewith an advantageous embodiment. Aircraft design environment 200 may bean example of a design environment that may be used to design differentcomponents for aircraft 104 shown in block form in FIG. 1. In theseillustrative examples, aircraft design environment 200 may be used foraircraft 104 and/or components such as passenger flow control system 128in FIG. 1.

As depicted, design module 202 may be located in computer system 204.Design module 202 may be implemented using software, hardware, or acombination of the two. Computer system 204 may comprise a number ofcomputers. When more than one computer is present in computer system204, those computers may be in communication with each other using amedium, such as a network.

As depicted, design module 202 may generate passenger flow controlsystem design 206 based on input 210. Passenger flow control systemdesign 206 may be used to implement a passenger flow control system,such as passenger flow control system 128 in FIG. 1.

Passenger flow control system design 206 may be generated by taking intoaccount fuselage design 208 in these illustrative examples. In otherillustrative examples, passenger flow control system design 206 mayaffect the design of fuselage design 208.

As depicted, input 210 may specify various goals and parameters. Forexample, without limitation, input 210 may include passenger density,number of passengers, aircraft size, desired time to seat passengers,desired time to deplane passengers, and other suitable types of input.

With input 210, design module 202 may generate configuration 212 forpassenger flow control system design 206. Configuration 212 may include,for example, at least one of seat configuration 214, aisles 216,corridor 218, door 220, doorway 222, number of spaces 224, passengerentry process 226, and other suitable components for the aircraft.

In these illustrative examples, seat configuration 214 may be anarrangement of seats within an aircraft. Aisles 216 may identify thelocation of aisles relative to seats. Corridor 218 may be anidentification of a space connecting the doorway to the aisles. Numberof spaces 224 may be spaces reserved for use by crew members duringemergency operations. Passenger entry process 226 may be the process forhow passengers enter the aircraft.

Corridor 218 may have first width 228 in these illustrative examples.Doorway 222 may have second width 230. In these illustrative examples,first width 228 and second width 230 may be selected to be substantiallyequal to each other. Further, first width 228 and second width 230 maybe selected to provide for dual staggered flow 232, dual flow 234, or acombination of the two in passenger entry process 226.

The selection of values for first width 228 and second width 230 may bebased on passenger sizes 236 and/or carry-on item sizes 238. Forexample, without limitation, values for these widths may be selected toallow passenger sizes 236 to pass through doorway 222 and/or corridor218 with dual flow 234.

Passenger sizes 236 include the passenger sizes that are within about a97.5^(th) percentile for passenger sizes. In these illustrativeexamples, passenger sizes 236 within about the 97.5^(th) percentile forpassenger sizes may include the passengers sizes that are smaller thanabout the largest 2.5 percent of the passenger sizes. In particular, thelargest 2.5 percent may be with respect to male passenger sizes.

In these illustrative examples, passenger sizes 236 may be with respectto height. For example, without limitation, two passengers having aheight up to about the largest 2.5 percent of male heights may beallowed to pass through doorway 222 and corridor 218 side-by-side indual flow 234. With passenger sizes larger than the 97.5^(th)percentile, passengers may pass through doorway 222 and corridor 218using dual staggered flow 232.

Of course, other factors may be used when selecting values for firstwidth 228 for corridor 218 and second width 230 for doorway 222. Asanother example, these values may be selected based on allowing for dualflow 234 when a selected size for carry-on items in carry-on item sizes238 is present.

In these illustrative examples, passenger flow control system design 206may be generated for new aircraft, for reconfiguring current aircraft,and for other suitable purposes.

With reference to FIG. 3, an illustration of an aircraft environment isdepicted in accordance with an advantageous embodiment. Aircraftenvironment 300 in FIG. 3 may be an example of a physical implementationfor aircraft environment 100 shown in block form in FIG. 1.

Aircraft environment 300 may include aircraft 302 located at gate 304.In this illustrative example, passengers 301 may board aircraft 302 fromgate 304 through walkway 306. Walkway 306 may be a structure configuredto provide passengers access to aircraft 302 from gate 304 in a mannerthat may protect passengers from the environment. Walkway 306 may be,for example, without limitation, a jet bridge, a passenger walkway, apassenger boarding bridge, a loading bridge, a passenger stairway, apassenger ramp, and other suitable platforms.

As depicted, aircraft 302 may have doors 308, 310, 312, 314, 316, 318,320, and 322. Walkway 306 may be positioned relative to door 322 in thisillustrative example.

Passengers 301 may enter aircraft 302 by moving through walkway 306 andinto aircraft 302 through doorway 324 for door 322. In theseillustrative examples, entering aircraft 302 may be referred to as“boarding” aircraft 302.

In a similar fashion, passengers 301 may leave aircraft 302 by movingfrom interior 332 through corridor 330 and out into walkway 306 throughdoorway 324. Leaving aircraft 302 may be referred to as “disembarking”aircraft 302 in the depicted examples.

In these illustrative examples, passenger flow control system 326 may beimplemented with aircraft 302 to decrease the amount of time needed forpassengers 301 to board aircraft 302, disembark aircraft 302, or acombination of the two. In this illustrative example, passenger flowcontrol system 326 may control flow 328 of passengers 301 that enteraircraft 302 through doorway 324 and through corridor 330 in interior332 of aircraft 302.

With reference now to FIG. 4, an illustration of a portion of anaircraft incorporating a passenger flow control system is depicted inaccordance with an advantageous embodiment. A more detailed view ofaircraft 302 with passenger flow control system 326 in FIG. 3 isdepicted in this partially exposed view. Passenger flow control system326 may comprise doorway 324 and/or corridor 330.

Doorway 324 may have width 408 or width 410. In these illustrativeexamples, width 408 may be selected when dual staggered entry, dualentry, or some combination of the two is desired for entry into interior332 of aircraft 302. In these illustrative examples, width 408 may beabout 60 inches while width 410 may be about 42 inches. These widths maybe usable widths through which passengers may pass. As a result, theactual physical width of doorway 324 may be larger than width 408. Width408 may be the width not blocked by components in doorway 324, such ashinge 411 for door 322. In other words, width 408 may be the usablewidth of doorway 324 for boarding passengers, deplaning passengers, or acombination of the two.

As depicted, corridor 330 may be located in interior 332 of aircraft302. Corridor 330 may provide a connection between doorway 324, firstaisle 416, and second aisle 418. First aisle 416 and second aisle 418may provide access to seats 419.

Corridor 330 may be defined in part by first wall 420 and second wall422. In this illustrative example, corridor 330 may have width 424. Inthese illustrative examples, width 424 of corridor 330 may besubstantially equal to width 408. In this depicted example, width 424may be about 60 inches.

Width 424, in some cases, may be greater than width 408. However,increasing width 424 for corridor 330 to a value greater than width 408for doorway 324 may result in an undesired loss of space in interior 332of aircraft 302 that may not be used for other purposes. For example, aloss in number of seats 419 may occur if width 424 is increased to begreater in size than width 408.

In these illustrative examples, first space 426 may be locatedsubstantially adjacent to first wall 420 and second space 428 may belocated substantially adjacent to second wall 422. As depicted, firstspace 426 and second space 428 may be spaces reserved for use by crewmembers (not shown) during emergency exits. These spaces, however, maynot be defined using physical structures. Instead, these spaces may beones reserved for use by crew members (not shown) that also may not beused by passengers (not shown) during emergency exits of aircraft 302.

As depicted, first space 426 may have width 430 and depth 432. Secondspace 428 may have width 434 and depth 436. Width 430 and width 434 mayeach be about 12.25 inches. Depth 432 and depth 436 may each be about20.5 inches.

Currently, without passenger flow control system 326, doorway 324 mayhave width 410. Width 410 may be substantially equal to width 429 withincorridor 330. Width 429 may exclude width 430 for first space 426 andwidth 434 for second space 428. With width 410 for doorway 324 and width429 for corridor 330, only single file entry and single file flow mayoccur.

By recognizing that first space 426 and second space 428 may be usedduring entry of passengers (not shown) into aircraft 302, width 408 maybe selected for doorway 324 without changing width 424 of corridor 330.As a result, passenger flow control system 326 may move passengers (notshown) through first space 426 and second space 428 in theseillustrative examples.

As a result, width 424 of corridor 330 may be designed to have a smalleror smallest value possible to allow for dual staggered entry, dualentry, or a combination of the two through doorway 324. For example,width 424 of corridor 330 may not need to be widened to take intoaccount first space 426 and/or second space 428.

Thus, door 322 with doorway 324 may be selected to have width 408 ratherthan width 410 without changing width 429 of corridor 330. In thismanner, time needed to board and/or deplane aircraft 302 may be reducedwithout a reduction in seats available for passengers on aircraft 302.

With reference now to FIG. 5, an illustration of a passenger flowcontrol system for an aircraft is depicted in accordance with anadvantageous embodiment. In this illustrative example, passenger flowcontrol system 501 also may be used at doorway 324 of aircraft 302. Asdepicted, passenger flow control system 501 may comprise at least one ofdoorway 324 and corridor 506.

Door 507 may be associated with doorway 324. Door 507 is shown in anopen position. Doorway 324 may have width 508 rather than width 510.Doorway 324 may lead to corridor 506.

In this illustrative example, corridor 506 may have width 512. Width 512may be substantially equal to width 508. In these illustrative examples,width 512 and width 508 may have a value of about 60 inches. Width 508may be a usable width through which passengers may pass. As a result,the actual physical width of doorway 324 may be larger than width 508.Width 508 may be the width not blocked by components in doorway 324,such as hinge 511 for door 507. In other words, width 508 may be theusable width of doorway 324 for boarding passengers, deplaningpassengers, or a combination of the two.

Corridor 506 may be defined by first wall 514 and second wall 516.Corridor 506 may connect first aisle 518 and second aisle 520 to doorway324 in these illustrative examples. First aisle 518 and second aisle 520may be used to reach seats 522 within aircraft 302.

Within corridor 506, first space 524 and second space 526 may bepresent. First space 524 may be adjacent to first wall 514. Second space526 may be adjacent to second wall 516. First space 524 may have width528 and depth 530. Second space 526 may have width 532 and depth 534.Width 528 and width 532 may each be about 12.25 inches. Depth 530 anddepth 534 may each be about 20.5 inches.

As depicted, walkway 540 may be positioned relative to doorway 324.Walkway 540 may provide a path to gate 304 (not shown).

Turning now to FIG. 6, an illustration of a flow of passengers boardingan aircraft is depicted in accordance with an advantageous embodiment.In this illustrative example, flow 600 of passengers 602 is depicted.

Flow 600 may begin with first line 604 and second line 606 on walkway540. First line 604 and second line 606 may be next to each other. Inother words, first line 604 and second line 606 may be considered to beparallel lines.

Passengers in first line 604 and second line 606 may enter aircraft 302through doorway 324 as illustrated by flow 600 of passengers 602.Further, flow 600 may pass through corridor 506 to first aisle 518 andsecond aisle 520. In this manner, passengers 602 may reach seats 522.

In this illustrative example, flow 600 of passengers 602 may take theform of dual flow 608. In other words, passengers 602 may enter aircraft302 through doorway 324 side-by-side. This entry through doorway 324 maybe a dual entry for doorway 324. Additionally, passengers 602 also maymove through corridor 506 in a side-by-side fashion before reachingfirst aisle 518 and/or second aisle 520. For example, passenger 610 andpassenger 612 in passengers 602 may be shown as passing through doorway324 in a side-by-side fashion.

Flow 600 of passengers 602 is into aircraft 302 in this depictedexample. However, in other illustrative examples, flow 600 of passengers602 may be out of aircraft 302. For example, without limitation,passengers 602 may use dual flow 608 provided by first line 604 andsecond line 606 to exit aircraft 302.

Further, flow 600 of passengers 602 also may be such that some ofpassengers 602 enter aircraft 302 while other passengers 602 exitaircraft 302. For example, without limitation, first line 604 ofpassengers 602 may be located at doorway 324 and enter aircraft 302 asshown by first flow 620 to reach first aisle 518 and second aisle 520 infirst section 622 in aircraft 302.

While passengers 602 in first line 604 enter aircraft 302, otherpassengers in a passengers 602 may move to exit aircraft 302. Themovement of these other passengers in second flow 624 from first aisle518 and second aisle 520 in second section 626 of aircraft 302 may formsecond line 606 as those passengers exit aircraft 302.

In these examples, first section 622 and second section 626 are relativeto corridor 506. In other words, these sections are on either side ofcorridor 506. Also, these flows may pass through first space 524 andsecond space 526 in corridor 506.

The sections may be identified differently in other illustrativeexamples. The sections may be selected as ones to facilitate boardingand exiting processes that may be used or desired for aircraft 302.

With reference now to FIG. 7, an illustration of a flow of passengersboarding an aircraft is depicted in accordance with an advantageousembodiment. In this example, flow 700 of passengers 702 is shown in dualstaggered flow 704.

As can be seen, passengers 702 may line up in first line 706 and secondline 708. Thereafter, passengers 702 may move in flow 700 throughdoorway 324 and corridor 506 to first aisle 518 and second aisle 520.

With dual staggered flow 704, passengers 702 may not pass throughdoorway 324 and/or corridor 506 in a side-by-side fashion. Instead,passengers 702 may be offset from each other. Dual staggered flow 704through doorway 324 may result in staggered entry through doorway 324 inthese illustrative examples. For example, passenger 710 and passenger712 may pass through doorway 324 in a staggered fashion. Dual staggeredflow 704 may be in contrast to a single file flow (not shown) in whichpassengers 702 may not have sufficient space to be offset from eachother.

Flow 700 of passengers 702 is into aircraft 302 in this depictedexample. However, in other illustrative examples, flow 700 of passengers702 may be out of aircraft 302. For example, without limitation,passengers 702 may use dual staggered flow 704 provided by first line706 and second line 708 to exit aircraft 302.

Further, although dual flow 608 in FIG. 6 and dual staggered flow 704 inFIG. 7 are shown as independent flows with respect to each other, theseflows may be combined in actual boarding of passengers 702. For example,both dual flow 608 and dual staggered flow 704 may be present dependingon the particular implementation.

With reference now to FIG. 8, an illustration of a passenger flowcontrol system for an aircraft is depicted in accordance with anadvantageous embodiment. In this illustrative example, flow 600 ofpassengers 602 from FIG. 6 is depicted in a different configuration ofaircraft 302. In this configuration of aircraft 302 in FIG. 8, secondaisle 520 from FIGS. 5 and 6 is excluded in aircraft 302. Instead, asdepicted, first aisle 518 may be used to reach seats 522 within aircraft302.

With dual flow 608, passengers 602 in first line 604 may enter firstaisle 518 walking in a forward direction, while passengers 602 in secondline 606 may enter first aisle 518 walking in an aft direction. In thismanner, with dual flow 608, passenger control system 501 may increasepassenger flow and thereby reduce passenger boarding times even whenonly one aisle is present in aircraft 302.

Further, flow 600 of passengers 602 is into aircraft 302 in thisdepicted example. However, in other illustrative examples, flow 600 ofpassengers 602 may be out of aircraft 302. For example, withoutlimitation, passengers 602 may use dual flow 608 provided by first line604 and second line 606 to exit aircraft 302. Passengers 602 coming fromthe forward portion of first aisle 518 may flow into first line 604 toexit aircraft 302, while passengers 602 coming from the aft portion ofsecond aisle 520 may flow into second line 606 to exit aircraft 302.

Further, the flow of passengers 602 also may be such that some ofpassengers 602 enter aircraft 302 while other passengers 602 exitaircraft 302. For example, without limitation first line 604 ofpassenger 602 may be located at doorway 324 and enter aircraft 302 asshown by first flow 800 to reach first aisle 518 in first section 622 inaircraft 302.

While passengers 602 in first line 604 enter aircraft 302, otherpassengers in passengers 602 may move to exit aircraft 302. The movementof these other passengers in second flow 802 from first aisle 518 insecond section 626 of aircraft 302 may form second line 606 as thosepassengers exit aircraft 302.

Turning next to FIG. 9, an illustration of a dual entry through adoorway is depicted in accordance with an advantageous embodiment. Inthis illustrative example, passenger 900 and passenger 902 may passthrough doorway 324 by dual entry 904. As can be seen, passenger 900 andpassenger 902 may pass through doorway 324 side-by-side.

With reference now to FIG. 10, an illustration of a dual staggered entrythrough a doorway is depicted in accordance with an advantageousembodiment. In this illustrative example, passenger 900 and passenger902 may pass through doorway 324 using dual staggered entry 1000 incontrast to dual entry 904 in FIG. 9. As can be seen in FIG. 10,passenger 900 and passenger 902 may have offset 1002 from each otherwhen passing through doorway 324. Offset 1002 may be a distance from asingle file entry in which passenger 900 is substantially behindpassenger 902. Passenger 900 and passenger 902, however, may not enterusing a single file entry in this example.

The different components shown in FIGS. 3 and 5-10 may be combined withcomponents in FIG. 1, used with components in FIG. 1, or a combinationof the two. Additionally, some of the components in these figures may beillustrative examples of how components shown in block form in FIG. 1can be implemented as physical structures.

Further, the illustration of the different components in FIGS. 3 and5-10 are only meant as examples of one or more advantageous embodimentsand not meant to limit the manner in which other advantageousembodiments may be implemented.

With reference now to FIG. 11, an illustration of a flowchart of aprocess for boarding an aircraft is depicted in accordance with anadvantageous embodiment. The process illustrated in FIG. 11 may beimplemented using passenger flow control system 128 in FIG. 1.

The process may begin by lining up passengers 102 into first line 133and second line 134 relative to doorway 112 of aircraft 104 (operation1100). First line 133 and second line 134 may be next to each other atdoorway 112 in this illustrative example.

The process then may control flow 130 of first line 133 and second line134 of passengers 102 through doorway 112 into aircraft 104 (operation1102). In this illustrative example, doorway 112 may be configured toallow at least one of dual staggered entry 140 and dual entry 146 ofpassengers 102 in first line 133 and second line 134 through doorway112.

The process may control flow 130 of passengers 102 from first line 133and second line 134 through corridor 114 (operation 1104) with theprocess terminating thereafter. Corridor 114 may connect doorway 112 tofirst aisle 108 and second aisle 110 in aircraft 104. Flow 130 ofpassengers 102 in operation 1004 may pass through number of spaces 120in corridor 114. Number of spaces 120 may be reserved for a number ofcrew members during emergency operations when passengers 102 exitaircraft 104.

Although this process is illustrated for boarding aircraft 104, theprocess also may be used to disembark aircraft 104. Further, althoughthe different processes are illustrated with respect to a walkway, theseprocesses also may be used with other boarding platforms, such as amobile stairway or other suitable platform.

Turning next to FIG. 12, an illustration of a flowchart of a process formanaging movement of passengers is depicted in accordance with anillustrative embodiment. The process illustrated in FIG. 12 may beimplemented using passenger flow control system 128 in FIG. 1.

The process may control first flow 620 of passengers 602 in first line604 at doorway 324 through doorway 324 and corridor 506 connectingdoorway 324 to the interior of the aircraft in which first flow 620 ofpassengers 602 passes through a number of spaces in corridor 506 whichthe number of spaces is reserved for a number of crew members during anemergency operation in which passengers 602 exit the aircraft (operation1200).

The process also may control second flow of passengers 602 from theinterior of the aircraft through corridor 506 to doorway 324 in whichpassengers 602 in second flow 624 pass through the number of spaces incorridor 506 to exit aircraft 302 in second line 606 outside of theaircraft (operation 1202), with the process terminating thereafter. Thefirst line may be adjacent to the second line outside of the aircraft.Also, first flow 620 may be to first section 622 in aircraft 302, whilesecond flow 624 may be from second section 626 in aircraft 302.

The flowcharts and block diagrams in the different depicted embodimentsillustrate the architecture, functionality, and operation of somepossible implementations of apparatuses and methods in an advantageousembodiment. In this regard, each block in the flowcharts or blockdiagrams may represent a module, segment, function, and/or a portion ofan operation or step. For example, one or more of the blocks may beimplemented as program code, in hardware, or a combination of theprogram code and hardware. When implemented in hardware, the hardwaremay, for example, take the form of integrated circuits that aremanufactured or configured to perform one or more operations in theflowcharts or block diagrams.

In some alternative implementations of an advantageous embodiment, thefunction or functions noted in the block may occur out of the ordernoted in the figures. For example, in some cases, two blocks shown insuccession may be executed substantially concurrently, or the blocks maysometimes be performed in the reverse order, depending upon thefunctionality involved. Also, other blocks may be added in addition tothe illustrated blocks in a flowchart or block diagram.

For example, the operations in FIG. 10 also may include one or moreoperations in which crew members, airport operators, or other suitablepersonnel provide instructions for boarding or disembarking an aircraft.In one illustrative example, first line 133 and second line 134 may beformed based on locations of passengers 102 in an aircraft. For example,passengers farther back in a passenger cabin may be closer to the frontof the line than passengers closer to the front of a passenger cabin. Asanother example, passengers of a higher class of travel, such as firstclass, may be closer to the front of the line than passengers of a lowerclass of travel, such as an economy class.

As another example, the operation 1200 and operation 1202 in FIG. 12 mayoccur at substantially the same time. The process in FIG. 11 may beperformed at one door in an aircraft while the process in FIG. 12 may beused at another door of the aircraft.

Turning now to FIG. 13, an illustration of a data processing system isdepicted in accordance with an advantageous embodiment. Data processingsystem 1300 is an example of a data processing system that may be usedto implement one or more computers in computer system 204 shown in blockform in FIG. 2. In this illustrative example, data processing system1300 includes communications framework 1302, which providescommunications between processor unit 1304, memory 1306, persistentstorage 1308, communications unit 1310, input/output (I/O) unit 1312,and display 1314.

Processor unit 1304 serves to execute instructions for software that maybe loaded into memory 1306. Processor unit 1304 may be a number ofprocessors, a multi-processor core, or some other type of processor,depending on the particular implementation. A number, as used hereinwith reference to an item, means one or more items. Further, processorunit 1304 may be implemented using a number of heterogeneous processorsystems in which a main processor is present with secondary processorson a single chip. As another illustrative example, processor unit 1304may be a symmetric multi-processor system containing multiple processorsof the same type.

Memory 1306 and persistent storage 1308 are examples of storage devices1316. A storage device may be any piece of hardware that is capable ofstoring information, such as, for example, without limitation, data,program code in functional form, and other suitable information eitheron a temporary basis and/or a permanent basis. Storage devices 1316 alsomay be referred to as computer readable storage devices in theseexamples. Memory 1306, in these examples, may be, for example, a randomaccess memory or any other suitable volatile or non-volatile storagedevice. Persistent storage 1308 may take various forms, depending on theparticular implementation.

For example, persistent storage 1308 may contain one or more componentsor devices. For example, persistent storage 1308 may be a hard drive, aflash memory, a rewritable optical disk, a rewritable magnetic tape, orsome combination of the above. The media used by persistent storage 1308also may be removable. For example, a removable hard drive may be usedfor persistent storage 1308.

Communications unit 1310, in these examples, provides for communicationswith other data processing systems or devices. In these examples,communications unit 1310 may be a network interface card. Communicationsunit 1310 may provide communications through the use of either or bothphysical and wireless communications links.

Input/output unit 1312 allows for input and output of data with otherdevices that may be connected to data processing system 1300. Forexample, input/output unit 1312 may provide a connection for user inputthrough a keyboard, a mouse, and/or some other suitable input device.Further, input/output unit 1312 may send output to a printer. Display1314 provides a mechanism to display information to a user.

Instructions for the operating system, applications, and/or programs maybe located in storage devices 1316, which are in communication withprocessor unit 1304 through communications framework 1302. In theseillustrative examples, the instructions may be in a functional form onpersistent storage 1308. These instructions may be loaded into memory1306 for execution by processor unit 1304. The processes of thedifferent embodiments may be performed by processor unit 1304 usingcomputer implemented instructions, which may be located in a memory,such as memory 1306.

These instructions may be referred to as program code, computer usableprogram code, or computer readable program code that may be read andexecuted by a processor in processor unit 1304. The program code in thedifferent embodiments may be embodied on different physical or computerreadable storage media, such as memory 1306 or persistent storage 1308.

Program code 1318 may be located in a functional form on computerreadable media 1320 that is selectively removable and may be loaded ontoor transferred to data processing system 1300 for execution by processorunit 1304. Program code 1318 and computer readable media 1320 formcomputer program product 1322 in these examples. In one example,computer readable media 1320 may be computer readable storage media 1324or computer readable signal media 1326. Computer readable storage media1324 may include, for example, an optical or magnetic disk that may beinserted or placed into a drive or other device that is part ofpersistent storage 1308 for transfer onto a storage device, such as ahard drive, that is part of persistent storage 1308. Computer readablestorage media 1324 also may take the form of a persistent storage, suchas a hard drive, a thumb drive, or a flash memory, that may be connectedto data processing system 1300. In some instances, computer readablestorage media 1324 may not be removable from data processing system1300. In these examples, computer readable storage media 1324 may be aphysical or tangible storage device used to store program code 1318rather than a medium that propagates or transmits program code 1318.Computer readable storage media 1324 also may be referred to as acomputer readable tangible storage device or a computer readablephysical storage device. In other words, computer readable storage media1324 may be media that can be touched by a person.

Alternatively, program code 1318 may be transferred to data processingsystem 1300 using computer readable signal media 1326. Computer readablesignal media 1326 may be, for example, a propagated data signalcontaining program code 1318. For example, computer readable signalmedia 1326 may be an electromagnetic signal, an optical signal, and/orany other suitable type of signal. These signals may be transmitted overcommunications links, such as wireless communications links, opticalfiber cable, coaxial cable, a wire, and/or any other suitable type ofcommunications link. In other words, the communications link and/or theconnection may be physical or wireless in the illustrative examples.

In some advantageous embodiments, program code 1318 may be downloadedover a network to persistent storage 1308 from another device or dataprocessing system through computer readable signal media 1326 for usewithin data processing system 1300. For instance, a program code storedin a computer readable storage medium in a server data processing systemmay be downloaded over a network from the server to data processingsystem 1300. The data processing system providing program code 1318 maybe a server computer, a client computer, or some other device capable ofstoring and transmitting program code 1318.

The different components illustrated for data processing system 1300 arenot meant to provide architectural limitations to the manner in whichdifferent embodiments may be implemented. The different advantageousembodiments may be implemented in a data processing system includingcomponents in addition to and/or in place of those illustrated for dataprocessing system 1300. Other components shown in FIG. 13 can be variedfrom the illustrative examples shown. The different embodiments may beimplemented using any hardware device or system capable of running aprogram code.

In another illustrative example, processor unit 1304 may take the formof a hardware unit that has circuits that are manufactured or configuredfor a particular use. This type of hardware may perform operationswithout needing a program code to be loaded into a memory from a storagedevice to be configured to perform the operations.

For example, when processor unit 1304 takes the form of a hardware unit,processor unit 1304 may be a circuit system, an application specificintegrated circuit (ASIC), a programmable logic device, or some othersuitable type of hardware configured to perform a number of operations.With a programmable logic device, the device may be configured toperform the number of operations. The device may be reconfigured at alater time or may be permanently configured to perform the number ofoperations. Examples of programmable logic devices include, for example,a programmable logic array, a programmable array logic, a fieldprogrammable logic array, a field programmable gate array, and othersuitable hardware devices. With this type of implementation, programcode 1318 may be omitted because the processes for the differentembodiments are implemented in a hardware unit.

In still another illustrative example, processor unit 1304 may beimplemented using a combination of processors found in computers andhardware units. Processor unit 1304 may have a number of hardware unitsand a number of processors that are configured to run program code 1318.With this depicted example, some of the processes may be implemented inthe number of hardware units, while other processes may be implementedin the number of processors.

In another example, a bus system may be used to implement communicationsframework 1302 and may be comprised of one or more buses, such as asystem bus or an input/output bus. Of course, the bus system may beimplemented using any suitable type of architecture that provides for atransfer of data between different components or devices attached to thebus system.

Additionally, a communications unit may include a number of more devicesthat transmit data, receive data, or transmit and receive data. Acommunications unit may be, for example, a modem or a network adapter,two network adapters, or some combination thereof. Further, a memory maybe, for example, memory 1306, or a cache, such as found in an interfaceand memory controller hub that may be present in communicationsframework 1302.

Advantageous embodiments of the disclosure may be described in thecontext of aircraft manufacturing and service method 1400 as shown inFIG. 14 and aircraft 1500 as shown in FIG. 15. Turning first to FIG. 14,an illustration of an aircraft manufacturing and service method isdepicted in accordance with an advantageous embodiment. Duringpre-production, aircraft manufacturing and service method 1400 mayinclude specification and design 1402 of aircraft 1500 in FIG. 15 andmaterial procurement 1404.

During production, component and subassembly manufacturing 1406 andsystem integration 1408 of aircraft 1500 in FIG. 15 takes place.Thereafter, aircraft 1500 in FIG. 15 may go through certification anddelivery 1410 in order to be placed in service 1412. While in service1412 by a customer, aircraft 1500 in FIG. 15 is scheduled for routinemaintenance and service 1414, which may include modification,reconfiguration, refurbishment, and other maintenance or service.

Each of the processes of aircraft manufacturing and service method 1400may be performed or carried out by a system integrator, a third party,and/or an operator. In these examples, the operator may be a customer.For the purposes of this description, a system integrator may include,without limitation, any number of aircraft manufacturers andmajor-system subcontractors; a third party may include, withoutlimitation, any number of vendors, subcontractors, and suppliers; and anoperator may be an airline, a leasing company, a military entity, aservice organization, and so on.

With reference now to FIG. 15, an illustration of an aircraft isdepicted in which an advantageous embodiment may be implemented. In thisexample, aircraft 1500 is produced by aircraft manufacturing and servicemethod 1400 in FIG. 14 and may include airframe 1502 with plurality ofsystems 1504 and interior 1506.

Interior 1506 may include corridor 1507 and/or at least a portion ofdoorway 1509. Corridor 1507 may be, for example, without limitation,corridor 114 in FIG. 1. Doorway 1509 may be, for example, withoutlimitation, doorway 112 in FIG. 1. Corridor 1507 and/or doorway 1509 maybe, for example, without limitation, designed during specification anddesign 1402 in FIG. 14, manufactured during component and subassemblymanufacturing 1406, and put in use during in service 1412. During inservice 1412, doorway 1509 and corridor 1507 may be used to provide dualflow 150 and/or dual staggered flow 148 in FIG. 1.

Examples of systems 1504 include one or more of propulsion system 1508,electrical system 1510, hydraulic system 1512, and environmental system1514. Any number of other systems may be included.

Apparatuses and methods embodied herein may be employed during at leastone of the stages of aircraft manufacturing and service method 1400 inFIG. 14.

For example, doorway 324 may be configured during component andsubassembly manufacturing 1406, as an upgrade, or as a reconfigurationof aircraft 1500 during maintenance and service 1414. One or moreapparatus embodiments, method embodiments, or a combination thereof maybe utilized while aircraft 1500 is in service 1412 and/or duringmaintenance and service 1414 in FIG. 14. For example, withoutlimitation, passenger flow control system 128 may be used during inservice 1412.

The use of one or more advantageous embodiments may reduce the amount oftime that aircraft 1500 spends at a gate while in service 1412.

The description of the different advantageous embodiments has beenpresented for purposes of illustration and description, and is notintended to be exhaustive or limited to the embodiments in the formdisclosed. Many modifications and variations will be apparent to thoseof ordinary skill in the art. Further, different advantageousembodiments may provide different advantages as compared to otheradvantageous embodiments. The embodiment or embodiments selected arechosen and described in order to best explain the principles of theembodiments, the practical application, and to enable others of ordinaryskill in the art to understand the disclosure for various embodimentswith various modifications as are suited to the particular usecontemplated.

1-11. (canceled)
 12. A passenger flow control system that comprises: adoorway in an aircraft configured such that the doorway comprises apassenger door mounted, via a hinge along one side of the passengerdoor, onto a single door frame, such that in operation, passengersarranged in two lines outside of the doorway of the aircraft to enterthe aircraft through the doorway; a corridor inside the aircraftconnecting the doorway to an interior of the aircraft; and a number ofspaces in the corridor configured such that a flow of the passengerspasses through the number of spaces in the corridor in which the numberof spaces is reserved for a number of crew members during an emergencyoperation in which the passengers exit the aircraft.
 13. The passengerflow control system of claim 12, wherein the corridor connects thedoorway a first aisle and a second aisle in the interior of theaircraft.
 14. The passenger flow control system of claim 12 furthercomprising: a first wall; and a second wall, wherein the first wall andthe second wall define a width of the corridor.
 15. The passenger flowcontrol system of claim 12, wherein the flow of the passengers is atleast one of a dual staggered flow and a dual flow of the passengers.16. The passenger flow control system of claim 12, wherein the doorwayinto the aircraft is configured to allow at least one of a dualstaggered entry and a dual entry of the passengers in a first line and asecond line through the doorway.
 17. The passenger flow control systemof claim 12, wherein the corridor has a first width that issubstantially equal to a second width of the doorway.
 18. The passengerflow control system of claim 12, wherein the doorway has a width of atleast about 60 inches.
 19. The passenger flow control system of claim12, wherein the doorway has a width configured to allow two of thepassengers to pass through the doorway substantially side-by-side inwhich the passengers are within about a 97.5^(th) percentile withrespect to size.
 20. The passenger flow control system of claim 12,wherein the number of spaces is specified by a regulatory agency. 21.The passenger flow control system of claim 12, wherein a space in thenumber of spaces has a width of about 12.25 inches and a depth of about20.50 inches and is located substantially adjacent to a wall definingthe corridor.
 22. A passenger flow control system for an aircraftcomprising: a doorway in the aircraft configured to allow passengersarranged in two lines outside of the doorway of the aircraft to enterthe aircraft in which the doorway into the aircraft is configured suchthat the doorway comprises a passenger door mounted, via a hinge alongone side of the passenger door, onto a single door frame, such that inoperation, at least one of: a dual staggered entry, and a dual entry ofthe passengers, in a first line and a second line, through the doorwayand in which a first width of the doorway is configured to allow two ofthe passengers to pass through the doorway substantially side-by-side inwhich the passengers are within about a 97.5^(th) percentile withrespect to size; a corridor inside the aircraft connecting the doorwayto a first aisle and a second aisle in an interior of the aircraft inwhich a first wall and a second wall define a first width of thecorridor and in which the first width of the corridor and a second widthof the doorway are each about 60 inches; and a number of spaces in thecorridor configured such that a flow of the passengers passes throughthe number of spaces in the corridor in which the number of spaces isreserved for a number of crew members during an emergency operation inwhich the passengers exit the aircraft; in which the flow of thepassengers is at least one of: a dual staggered flow and a dual flow ofthe passengers. 23-26. (canceled)
 27. The passenger flow control systemof claim 12, wherein the number of spaces comprises a first space and asecond space.
 28. The passenger flow control system of claim 22, furthercomprising the number of spaces comprises a first space and a secondspace.
 29. The passenger flow control system of claim 22, furthercomprising the number of spaces that equal a number of spaces specifiedby a regulatory agency.
 30. A doorway configured to control a flow ofpassengers for an aircraft, such that the doorway comprises: a passengerdoor mounted, via a hinge along one side of the passenger door, onto asingle door frame, such that in operation the doorway allows: a controlof a first flow of the passengers in a first line at a doorway throughthe doorway and a corridor connecting the doorway to an interior of theaircraft in which the first flow of the passengers passes through anumber of spaces in the corridor in which the number of spaces isreserved for a number of crew members during an emergency operation inwhich the passengers exit the aircraft; and a control of a a second flowof the passengers from the interior of the aircraft through the corridorto the doorway in which the second flow of the passengers passes throughthe number of spaces in the corridor to exit the aircraft in a secondline outside of the aircraft.
 31. The doorway of claim 30, wherein thefirst line is adjacent to the second line outside of the aircraft. 32.The doorway of claim 30, wherein the aircraft has at least one aisle inthe interior of the aircraft.
 33. The doorway of claim 30, wherein thefirst flow is to a first section in the aircraft, while the second flowis from a second section in the aircraft.
 34. The doorway of claim 30,wherein the doorway has a width configured to allow two of thepassengers to pass through the doorway substantially side-by-side inwhich the passengers are within about a 97.5^(th) percentile withrespect to size.
 35. The doorway of claim 30, wherein a space in thenumber of spaces has a width of about 12.25 inches and a depth of about20.50 inches and is located substantially adjacent to a wall definingthe corridor.